Sane little Mazda has quietly been producing one of the best sports cars of all time -- the Miata -- for more than two decades. Other than one bone-headed move to rename it (when some nitwit marketing exec decided to kill "Miata" in favor of "MX-5") and one half-hearted attempt to make it fast (the turbocharged Mazdaspeed MX-5 Miata), there has been no insanity. No Miata GT3. No Miata GT-RS. No Miata Superleggera. No Miata R.

Since its debut, the Mazda 3 has been one of the best choices for enthusiasts on a budget. The 2012 3 has lost some of the previous car's character but it makes noticeable gains in refinement. In the cabin, the central console is still dominated by hard plastic, but its shiny finish has been toned down slightly and the new HVAC controls are easier to use by feel, so you don't have to take your eyes off the road. The overall design is also more cohesive and the look is more upscale, especially in the two-tone color scheme in this tester.

Goldilocks wants a new compact crossover. As circumstances would have it, she's in luck. She's interested in a segment chock full of nice vehicles from just about every carmaker you can think of -- from Kia to Range Rover and every manufacturer in between.

We knew we were adding a dash of flash to our Four Seasons fleet when we took delivery of a Range Rover Evoque, but we did not expect our newly arrived Mazda CX-5 to turn just as many heads as the posh Range Rover.

Crossovers have become the white bread of the automotive market both for their ubiquity -- more than one out of every five vehicles sold last year -- and for the fact that they're more convenient than they are interesting or enjoyable.

The Mazda 2 is simple, understated, and slow. In other words, it is the epitome of a Mazda. This underpowered hatchback reminds me an awful lot of my first car, a Mazda Protege5. It's slightly weak in the powertrain department (98 lb-ft of torque!), but compensating factors are the car's exceptional handling and the engine's unusual willingness to rev. The 2 is a momentum car -- a car that rewards you for driving smoothly and invites you to carry your speed through turns with its utterly predictable handling and respectable body control. The only place where this Mazda doesn't quite feel up to Zoom-Zoom standards is the steering. The 2's tiller would inspire even more confidence with a bit more resistance to quick direction changes. That said, Mazda carries the subcompact class in driving dynamics. The Fiat 500 and Ford Fiesta come closest to offering a similar driving experience, but neither of those cars is as good as the Mazda in steering or shift feel.

Where I live, the prices at the gas station all start with the number 4, and the alarmist local TV station is speculating that gasoline could reach $5 a gallon by this summer. All of that means demand for small cars should remain strong; but some small cars are likely to benefit more than others, as I expect that buyers will increasingly scrutinize EPA numbers, and those small cars that can post big digits will be the biggest winners.

There are lots of compact crossovers -- and more all the time -- but there aren't many that are any fun to drive. At the same time, this popular category of vehicles also is not the place to turn if you're looking for good fuel economy -- when it comes to gas mileage, traditional mid-size sedans leave even the smallest SUVs in the dust.

This Mazda6 is a bit of an exotic creature around the Automobile Magazine office, not because it's an exotic car -- it's not -- but because it's essentially a base model. In fact, with a manual transmission and all of two menial options, it's almost a true stripper car. Paint it in a different color and needle your local Mazda sales advisor, and you might be able to score one of these for a cool 21 grand.

Mazda has sold 900,000 examples of its MX-5 Miata roadster globally since 1989, and the company is celebrating with a Special Edition package for the car, unveiled at this year's Chicago Auto Show. The new trim pack consists primarily of styling changes for the fun Japanese roadster.

The auto industry moves too fast to fully appreciate the cars it builds. We haven't even driven the 580-hp Chevrolet Camaro ZL1, and the mere announcement of a 650-hp Ford Shelby GT500 has already hijacked the Chevy's supercharged, eight-cylinder thunder. We typically wouldn't take issue with such a competitive market that consistently leads to faster, more efficient, or simply better replacements, but when the Lotus Elise and the Mazda RX-8 left the U.S. market for 2012, there were no replacements. And that's a problem.

When the CX-9 debuted in 2007, I remember being wowed by the fact that even though it was roughly the size of a Chevy Tahoe (same length and within a few inches in width and height), it looked much less massive or much more svelte than anyone thought a seven-passenger SUV could be. However, that styling does come at a price: while the cargo area may have 100.7 cubic feet of space, it is long and skinny, making the space somewhat difficult to pack without climbing in the rear doors. Wide items (like my dining room table) are out of the question, too, thanks to the third row armrests/cupholders hiding the rear suspension components. Maybe it's a good thing - the CX-9 is always a surprise with its high fun-to-drive factor; you don't want to end up tossing all that cargo around.

The CX-7's windshield is raked at 66 degrees--more than some sports cars. And with a slightly detuned version of the Mazdaspeed 3's turbocharged 2.3-liter engine as an option, it has the moves to back up those sporty looks. The direct-injected four-cylinder produces 244 hp and 258 lb-ft of torque and is mated to a six-speed automatic transmission. For those who value fuel economy over speed, there's also a normally aspirated 2.5-liter four-cylinder engine that's available on front-wheel-drive models. The 2.5-liter is a little taxed with the weight of this two-row crossover and could benefit from the turbo's six-speed automatic (it has to make do with a five-speed unit), but we're glad Mazda gives buyers a choice. No matter which model you choose, the CX-7 has great steering and handling without any drawbacks in terms of ride or refinement. The CX-7 offers optional luxury features that you'll find elsewhere in the company's lineup, including a blind-spot warning system, a backup camera, keyless go, rain-sensing wipers, and, of course, the requisite Bluetooth integration. Wheels range from nice seventeen-inchers to aluminum nineteen-inchers that help to underline this crossover's dynamic appearance.

Despite visual similarities with its smaller sibling, the CX-9 is not simply a stretched version of the CX-7. Its long wheelbase leaves lots of room for passengers inside, and with twenty-inch wheels pushed far to the corners, the CX-9 has the handling moves to match its sporty looks. Best of all, the CX-9 is blessed with what is likely the best steering of any crossover, making this a good choice for driving enthusiasts who need space for friends and family. The CX-9 is powered by a smooth, 60-degree V-6 engine that displaces 3.7 liters and produces 273 hp and 249 lb-ft of torque. The standard six-speed automatic transmission is smooth and responsive, and all-wheel drive is optional. (Base models are front-wheel drive.) Blind-spot monitoring is an unusual option in this segment (though it's now proliferating across Mazda's entire lineup), but the usual luxury goodies are all present, including a touch-screen navigation system with real-time traffic information and a rearview camera, heated seats, Bluetooth hands-free integration, and a Bose high-end audio system. The CX-9's third row isn't quite as commodious as those of the biggest minivans, but this crossover remains a fantastic alternative to traditional vans and more boxy and upright SUVs.

The Miata is best enjoyed with a manual transmission bolted to its 2.0-liter four-cylinder. The engine produces only 167 hp and redlines at 7200 rpm, but it's the way the power is delivered that makes the Miata so much fun: the sixteen-valver pulls hard all the way to its 7500-rpm fuel cutoff, with great induction noise piped directly into the cabin. The optional automatic transmission doesn't kill the fun too severely, but it does drop power to 158 hp and reduces the redline to a more pedestrian 6700 rpm. The Miata offers a well-designed cabin made of high-quality materials, a usable--although not exactly spacious--trunk, and a soft top that you can flip up or down without getting out of the driver's seat. In addition, an optional power retractable hard top that can be raised or lowered in twelve seconds makes the Miata a livable companion in foul-weather states. The Miata is a lot of fun to drive, despite the fact that its engine puts out a relatively modest amount of power. All-around independent suspension, disc brakes, and a finely tuned chassis further contribute to a pure and exhilarating driving experience. With the disappearance this year of the more hard-core RX-8, the Miata carries on as the only sports car in the Mazda lineup. We expect an all-new Miata next year. Would that stop us from buying a 2012? Most definitely not.

First, I must admit my bias: when people ask what my favorite car is, I tell them that it is my own car, a first-generation Mazdaspeed 3. I am predisposed to really like the Speed 3, given that I actually bought one with my own money. Because I own one, I was also able to drive the first- and second-generation cars back-to-back to see how the Speed 3 has grown in four years. On paper, the growth is mainly in the body and weight (it's bigger and heavier), and that can be felt from behind the wheel. The 2012 Speed 3 feels heavier, softer, and more mature. The interior has better ergonomics, higher-grade plastics, and more premium features. What hasn't changed, however, are the mechanicals: both cars use the same 263-hp turbocharged in-line four that sends its power through a fantastic six-speed manual gearbox to the front wheels. Thanks to unequal-length half-shafts and a torque limiter in first and second gears, torque steer is generally kept to a minimum during around-town driving. But if you nail the go-pedal, you'd better hold on, because the Speed 3 will happily remind you that it is one of the hottest hot hatches and will try to wrench the wheel from your hands with a nasty bout of torque steer. Thankfully, the addition of a boost gauge for the Gen II helps new drivers know when to expect the blast to come on. Where the first-generation Speed 3 was a wild thing that happened to also be practical, the second generation is a practical hatchback that happens to have a wild side. At least I know now that if I have to replace my car I'll be getting ... another Mazdaspeed 3.

Mazda has released photos of the alluring Takeri, a concept sedan that will make its official debut at the Tokyo Motor Show in late November. The car wears Mazda’s new Kodo corporate styling language, features several fuel-saving SkyActiv technologies, and just may preview the styling direction of the company’s next-generation midsize sedan.

A brand-new Mazda is always accompanied by a shot of extra electricity in the air. The little company from the hinterlands of Hiroshima has always had our best interests in heart. Zoom-zoom, and all that Jinba Ittai (oneness between horse and rider) stuff. Kodo (soul of motion) to you, too, brothers in performance.

The big news for 2012 is the introduction of Mazda's new Skyactiv engine technology. Eschewing the forced-induction route that many of its competitors are starting to roll out, Mazda is trying to squeeze the most out of a naturally aspirated internal combustion engine with already-known technology. The new Skyactiv 2.0-liter takes advantage of direct injection, a high compression ratio, and weight reduction to help the compact 3 hit that all-important 40 mpg number. From behind the wheel, it's still clear that this is a small-displacement four-cylinder making at most 155 hp, but the six-speed automatic, which is also new, does wonders to make the 3 feel peppier off the line. The transmission's upshifts are Lexus-creamy, and its downshifts are relatively non-intrusive, especially if you use the manu-matic shift gate. That said, the gearbox stays in the highest ratio possible at all times, often requiring a double-downshift under acceleration. The brakes on the updated 2012 model seem to be taking a page from the sportier Mazdaspeed3 with their strong stopping power, but the pedal comes off as video game-like, being too stiff and fairly uncommunicative. That said, the Mazda 3 is still one of the best cars to drive in the compact class, and with the new engine, compact-car buyers can have fuel efficiency without giving up the fun factor.

The Mazda 3's new-for-2012 fascia is a welcome improvement. The 3 looks sharper and more mature now that the smiley-face designs are gone. On our tester, the gloss-black grille inserts contrast nicely with the bright-white paint.

Let's not mess about, mince words, or try to be coy about it: the RX-8 is fantastic.

Forget acceleration times or base prices: new small cars are now measured against the benchmark of 40 mpg. There are now at least 16 new cars on sale with EPA ratings of 40 mpg highway or better. Mazda has decided to get in on the action with the 2012 Mazda 3, but instead of resorting to turbocharging or hybrid technology, Mazda has employed its new suite of SkyActiv technologies.

Six months ago, you would have found me in a crazier place in my life: I was living in the thick of the college experience and my days were filled with running to class in slippers, feverishly updating my resume, and cramming for final exams. Flash forward to today, and the situation is much different: I'm a 21-year-old college graduate, I have a steady job, and I have leases on a sensible apartment and a sensible mid-size sedan. I've reached a point of relative stability, which is nice, but as I drove home from the grocery store a few weeks ago, I couldn't shake the feeling that I'm getting...boring.

In recent years, Mazda has earned a strong reputation for fun-to-drive vehicles by spicing up staid segments with products like the compact 3, the mid-size 6, and the CX-7 crossover. The Mazda Tribute, however, was not one of those vehicles. Ironically, the vehicle that launched the brand's Zoom-Zoom campaign was Mazda's least charismatic and least exciting offering. The Tribute was a rebadged Ford Escape, and just as Ford's utilitarian compact crossover languished on the market for far too many years, so did the Tribute.

Being offered a chance to drive a new car is one I would rarely pass up, and this weekend is no exception. So, when the opportunity came my way, I jumped at the chance to drive our 2011 Mazda MX-5 Miata to Central Michigan University, a school that I almost went to and that many of my closest friends attend. With the hard top in place and the black OZ wheels looking stellar, I set my sights on a college weekend with my friends.